EP0311139A2 - Differential limiting force control system responsive to vehicle speed and steering angle - Google Patents
Differential limiting force control system responsive to vehicle speed and steering angle Download PDFInfo
- Publication number
- EP0311139A2 EP0311139A2 EP88116790A EP88116790A EP0311139A2 EP 0311139 A2 EP0311139 A2 EP 0311139A2 EP 88116790 A EP88116790 A EP 88116790A EP 88116790 A EP88116790 A EP 88116790A EP 0311139 A2 EP0311139 A2 EP 0311139A2
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- European Patent Office
- Prior art keywords
- value
- vehicle speed
- steering
- predetermined
- equal
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/04—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for differential gearing
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19172—Reversal of direction of power flow changes power transmission to alternate path
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19172—Reversal of direction of power flow changes power transmission to alternate path
- Y10T74/19177—Input and output exchange functions
Definitions
- the present invention relates to a differential limiting (or slip limiting) system capable of actively controlling a differential limiting action to a rotational speed difference between left and right drive wheels in accordance with a control signal.
- This conventional control system includes a vehicle speed sensing means, and a controlling means for controlling a fluid pressure in accordance with the vehicle speed, and is arranged to control an engagement force (that is, a differential limiting force) of a friction clutch disposed between a differential case of a side gear by controlling the fluid pressure supplied to the friction clutch.
- this conventional control system is arranged to increase the engagement force of the friction clutch when the vehicle speed becomes higher, and to decrease the clutch engagement force when the vehicle speed becomes lower. Therefore, when the driver changes the course of the vehicle from one lane to another at high vehicle speeds, an undermoment due to the differential limiting action is produced at the start of the turning operation of the steering wheel, so that the vehicle response is degraded. As shown in Fig. 14, the undermoment is produced when the direction M′ of a moment due to the differential limiting action is opposite to a turning direction M of the vehicle. As shown in Fig. 15, an overmoment is produced when both directions M and M′ are the same.
- an object of the present invention to provide a differential limiting force control system which can prevent an undesired decrease of the vehicle response by controlling the differential limiting force in accordance with the vehicle speed, and simultaneously by decreasing the differential limiting force when a steering angle is smaller than a predetermined angle, or when a steering angular speed is higher than a predetermined angular speed value.
- a differential limiting force control system comprises a differential mechanism, vehicle speed sensing means, steering condition sensing means, command value determining means, controlling means, and adjusting means.
- the differential mechanism is provided between left and right drive wheels of the vehicle, and comprises means for limiting a differential action in accordance with a control signal.
- the vehicle sensing means senses a vehicle speed of the vehicle, and produces a first signal representing the vehicle speed.
- the steering condition sensing means senses a steering condition of the vehicle, and produces a second signal representing the steering condition.
- the determining means determines a command value in accordance with the first signal.
- the controlling means produces the control signal in accordance with the command value.
- the adjusting means decreases the command value when the second signal is in a predetermined condition.
- the adjusting means is arranged to decrease the command value when a steering angle is equal to or smaller than a predetermined angle, or when a steering angular speed is equal to or higher than a predetermined angular speed.
- the controlling means makes the differential limiting force equal to a value corresponding to the command value.
- the controlling means controls the differential limiting force so that the differential limiting force is proportional to the command value.
- the control system decreases the undermoment due to the differential limiting action, and improve the response of the vehicle by decreasing the differential limiting force when the steering wheel angle is smaller than the predetermined angle, or when the steering angular speed is higher than the predetermined angular speed.
- FIG. 2-7 A first embodiment of the present invention is shown in Figs. 2-7.
- a vehicle has front wheels 10FL and 10FR, rear wheels 10RL and 10RR, a rear wheel drive axle 12, a limited slip differential 14 disposed in the rear wheel drive axle 12, a propeller shaft 15, a steering shaft 16, an oil pressure source 18 for supplying an oil pressure to a differential limitingdevice of the limited slip differential 14, and a controller 20 for controlling the oil pressure of the pressure source 18.
- Fig. 3 shows the differential 14.
- a U.S. Patent 4,679,463 discloses a differential of the same type. The disclosure of this patent is herein incorporated by reference.
- the differential 14 has a differential mechanism 38 enclosed in a housing 36.
- a differential gear case 44 is rotatably supported by bearings 42 and 43 in the housing 36.
- a final gear 45 is fixed to the differential gear case 44.
- the final gear 45 is in engagement with a drive pinion gear 46 mounted on the rear end of the propeller shaft 15.
- Pinion gears 48 are rotatably supported by a pinion mate shaft 47 to the differential gear case 44.
- the pinion gears 48 are in engagement with left and right side gears 49L and 49R.
- the left side gear 49L is splined to an inner end of a left drive axle shaft of the axle 12, whose outer end is conected with the rear left drive wheel 10RL.
- the right side gear 49R is connected to the rear right drive wheel 10RR by a right drive axle shaft in the same manner.
- a differential limiting (or slip limiting) mechanism 50 is provided in the differential gear case 44.
- the differential limiting mechanism 50 has left and right pressure rings 51L and 51R, which are rotatably mounted on the side gears 49L and 49R, respectively, and which have wedge-shaped notches receiving the pinion mate shaft 47.
- the differential limiting mechanism 50 further includes left and right friction clutches 52L and 52R provided beteween the differential gear case 44 and the side gears 49L, 49R, left and right pressure levers 53L and 53R for providing preload to the friction clutches 52L and 52R, and left and right cylinder portions 55L and 55R for moving the pressure levers 53L and 53R back and forth through bearings 54L and 54R, respectively.
- the left cylinder portion 55L is formed in a left end of the housing 36, and has a piston 57 which is connected with the pressure lever 53L through a piston rod 58 passing through the housing 36.
- the pressure source 18 has an oil pressure pump 62 driven by a motor 60.
- the motor 60 is controlled by the controller 20.
- An inlet side of the pump 62 is connected with a reservoir tank 61.
- An outlet side of the pump 62 is connected to the cylinder portions 55L and 55R of the differential limiting mechanism 50 through a check valve 63 and an orifice 64.
- a relief valve 65 is provided so that an upper limit value of the outlet pressure of the pump 62 is set by the relief valve 65.
- An electromagnetic opening and closing valve 66 controlled by the controller 20 is disposed in parallel to the pump 62 and the check valve 63.
- the controller 20 By closing the electromagnetic valve 66, the controller 20 applies the output oil pressure of the pump 62 to the cylinder portions 55L and 55R of the differential limiting mechanism 50, and thereby puts the differential limiting mechanism 50 to an operative state.
- the controller 20 By opening the electromagnetic valve 66, the controller 20 shuts off the supply of the outlet pressure of the pump 62 to the differential limiting mechanism 50, and puts the differential limiting mechanism 50 into an inoperative state.
- a pressure switch 67 for producing an output signal of a logical value "1" at a predetermined preset pressure.
- a steering angle sensor 70 is provided in the steering shaft 16.
- the steering angle sensor 70 produces a steering angle signal ⁇ of a positive analog voltage, representing a steering wheel angle. As shown in Fig. 4, the steering angle ⁇ is zero when the steering wheel is in the neutral position. As the steering wheel is turned leftwardly or rightwardly away from the neutral position, the steering angle ⁇ increases linearly.
- the steering angle signal ⁇ is sent to the controller 20.
- a vehicle speed sensor 71 is disposed at a predetermined position of the vehicle body.
- the vehicle speed sensor 71 of this embodiment is arranged to optically detect a rotational speed on the output side of the transmission of the vehicle.
- the vehicle speed sensor 71 produces a vehicle speed pulse signal v corresponding to a vehicle speed V, and sends this vehicle speed signal to the controller 20.
- the controller 20 includes a command value determining section 74, a command value adjusting section 75, and an oil pressure controlling section 76 for controlling the output pressure of the oil pressure source 18 in accordance with a command value T determined by the command value determining section 74.
- the final command value T is sent to the oil pressure controlling section 76.
- the command value adjusting section 75 includes a differentiating circuit 83 for determining a steering angular signal ⁇ by differentiating the steering angle signal ⁇ of the steering angle sensor 70, an absolute value circuit 29 for determining the absolute value of the derivative ⁇ of the sdteering angle ⁇ , and a second function generator 85 producing the second command value T2 corresponding to the absolute value
- the first function generator 81 has a characteristic shown in Fig. 5.
- a predetermined first speed value V1 (30 kem/h, for example)
- the first command value T1 is held equal to zero.
- the vehicle speed V increases from the first speed value V1 to a second predetermined speed value V2 (50 km/h, for example)
- the first command value T1 increases linearly from zero to a limit value.
- the vehicle speed V is higher than the second speed value V2
- the first command value T1 is held equal to the constant limit value.
- the second function generator 85 has a characteristic shown in Fig. 6.
- the second command value T2 rieses abruptly like a step change when the absolute value of the steering angular speed ⁇ exceeds a predetermined angular speed value ⁇ 1 (45 deg/sec, for example).
- the second command value T2 is held equal to zero when the absolute value of the time rate of change of the steering angle ⁇ is lower than the predetermined angular speed value ⁇ 1.
- the second command value T2 is held equal to a predetermined constant value when the absolute value of the rate of change of the steering angle ⁇ is higher than the predetermined angular speed value ⁇ 1.
- the pressure controlling section 76 is composed of a microcomputer including an interface circuit, a processing unit, and a memory section having RAM and ROM.
- the pressure controlling section 76 receives the final command value T from the command value determining section 74, and controls the motor 60 and the electromagnetic valve 66 to control the differential limiting force of the differential limiting mechanism 50 in accordance with the final command value T.
- the pressure controlling section 76 drives the motor 60 at a controlled duty ratio by using a switch signal of the pressure switch 67 as a feedback signal so as to obtain the differential limiting force commanded by the final command value T, and provides the preload of a predetermined pressure, that is the differential limiting force, to the friction clutches 52L and 52R of the differential limiting mechanism 50.
- the pressure controlling section 76 of the controller 20 controls the differential limiting force of the differential limiting mechanism 50 in accordance with the final command value T.
- the pressure controlling section 76 puts the electromagnetic valve 66 in its open position, and causes the outlet pressure of the pump 62 to return to the reservoir tank 61. Therefore, the preload to the friction clutches 52L and 52R is cancelled, and the differential limiting force is removed.
- the differential mechanism 36 transmits the rotational driving force from the transmission to the drive wheels 10RL and 10RR through the drive axle 12.
- the driving force (or torque) transmitted from the transmission through the propeller shaft 15 is further transmitted to the differential gear case 44 through the drive pinion gear 46 and the final gear 45, and then to the side gears 49L and 49R through the pinion mate shaft 47 and the pinions 48. Finally, the driving force is transmitted from the side gears 49L and 49R to the drive wheels 10RL and 10RR through the drive axle 12.
- the pressure controlling section 76 performs the duty factor control of the motor 60, and supplies the oil pressure corresponding to the final command value T to the cylinder portions 55L and 55R of the differential limiting mechanism 50 to apply the preload to the friction clutches 52L and 52R.
- the pressure controlling section 76 provides no preload to the friction clutches 52L and 52R. In either case, the differential gear case 44, and the side gears 49L and 49R rotate at the same speed because the vehicle is moving straight ahead. Therefore, the pressure rings 51L and 51R are not pushed outwardly by the pinion mate shaft 47, and the differential limiting mechanism 50 remains in the inoperative state.
- the first function generator 81 determines the first command value T1 in accordance with the vehicle speed V, and simultaneously the steering angle signal ⁇ representing the angular displacement of the steering wheel is sent from the steering angle sensor 70 to the command adjusting section 75.
- the second function generator 85 of the command value adjusting section 75 determines the second command value T2 corresponding to the absolute value
- of the angular speed of the steering wheel. In this condition, the second command value T2 is zero because of the low angular speed of the steering wheel, and the final command value T is equal to the first command value T1 (T T1).
- the control system decreases the preload provided to the differential limiting mechanism 50, i.e. the differential limiting force, by the amount equal to T2, and decreases the undermoment due to the differential limiting force, so that the control system can improve the controllability of the vehicle by preventing a decrease of the steering response characteristic.
- the second command value T2 becomes zero, and the control system ensures the satissfactory vehicle behavior by applying the differential limiting force.
- the final command value T determined by the adder 82 becomes equal to or lower than zero (T ⁇ 0).
- the preload produced by the pressure source 18 does not decreases below zero, and the differential limiting mechanism 50 is put in the inoperative state, so that only the differential mechanism 36 is in operation independently of the steering angular speed.
- the differential mechanism 36 absorbs the rotational speed difference between the drive wheels 10RL and 10RR by the rotation of the pinions 48, and the transmission torques of the left and right side gears 49L and 49R are equal to each other.
- the control system When the steering wheel is turned to the left from the neutral position, the control system is operated in the same manner, and improves the response of the vehicle especially when the angular speed of the steering weel is high.
- Fig. 7 shows change in the final command value T determined by the control system of the first embodiment when the steering angle ⁇ is varied at the vehicle speed V higher than the second speed value V2 (V > V2).
- the upper limit value of the first command value T1 is set equal to the upper limit value of the second command value T2.
- is higher than the predetermined value ⁇ 1 between t1 and t2, between t3 and t4, and between t5 and t6.
- the second command value T2 is set equal to the upper value, and accordingly the moment due to the differential limiting action is held neutral to improve the response of the vehicle.
- the control system of this embodiment improves the response of the vehicle by decreasing the differential limiting force and weakening the undermoment at an initial stage of a rapid steering operation in which the steering angular speed is higher than the predetermined value, and the vehicle speed is higher than the predetermined value. Then, the control system prevents a decrease of the cornering performance by increasing the differential limiting force when the steering angular speed decreases below the predetermined value.
- a second embodiment of the present invention is shown in Figs. 8 and 9.
- a control system of the second embodiment is arranged to detect the steering condition by directly using the steering angle 0.
- the command value adjusting section 75 of the controller 20 is arranged as shown in Fig. 8.
- the control system of the second embodiment is difference from that of the first embodiment only in the command value adjusting section 75.
- the command value adjusting section 75 of the second embodiment has a comparator 88, a gate circuit 89 and a reference generator 90.
- the steering angle signal ⁇ of the steering angle sensor 70 is inputted to an inverting input terminal of the comparator 88.
- a noninverting input terminal of the comparator 88 is connected with a source of a reference voltage E corresponding to a predetermined reference steering angle value ⁇ 1.
- An output terminal of the comparator 88 is connected to a control terminal of the gate circuit 89. When the output of the comparator 88 is equal to the logical value "1", then the gate circuit 89 is in an open state.
- the gate circuit 89 When the output of the comparator 88 is equal to the logical value "0", then the gate circuit 89 is in a closed state. An input terminal of the gate circuit 89 is connected with the reference generator 90, which provides the second command value T2 which is a constant. When the gate circuit 89 is in the open state, the constant second command value T2 is allowed to pass through the gate circuit 89, and reaches the adder 82 of the command value determining section 74 shown in Fig. 2.
- the steering angle ⁇ is lower than the predetermined steering angle value ⁇ 1, in a period between t1 and t2, a period between t3 and t4, and a period between t5 and t6.
- the output signal of the comparator 88 is equal to the logical value "1”
- the gate circuit 89 is in the open state to allow the passage of the second command value T2. Therefore, the final command value T becomes equal to zero, and the moment due to the differential limiting action becomes neutral. In this way, the control system of the second embodiment also improves the vehicle response at an initial state of a steering operation.
- the control system of the second embodiment gives a preference to the response of the vehicle at an early state at which the steering angle is still small. After that, the control system brings the vehicle to a stable state by producing the undermoment.
- a third embodiment of the present invention is shown in Figs. 10-13.
- a control system of the third embodiment is arranged to detect the steering condition by using the steering angular speed as in the first embodiment.
- the controller 20 is entirely constituted by a micorcomputer, as shown in Fig. 10.
- a microcomputer 92 comprises an interface circuit 93, a processing unit 94, and a storage section 95.
- the pressure signal p, the vehicle speed signal v sent from the vehicle speed sensor 71, and the steering angle signal ⁇ sent from the steering angle sensor 70 through an A/D converter 96 are inputted into an input port side of the interface circuit 93.
- An output port side of the interface circuit 93 is connected thorugh a driver circuit 97 to the solenoid of the electromagnetic valve 66 shown in Fig. 2, and through a driver circuit 98 to the motor 60.
- the processing unit 94 reads the sensor signals p, v and ⁇ through the interface circuit 93, and processes the signals according to a predetermined program.
- the storage section 95 stores various data and programs.
- control system of the third embodiment is the same as that of the first embodiment.
- Figs. 11 and 12 are flowcharts of programs, which are preformed by the controller 20 of the third embodiment at intervals of a predetermined time length (20 msec, for example) as timer interrupt process.
- the controller 20 determines whether the steering angle is increasing or not, by using the process of Fig. 11.
- the processing unit 94 reads a current value of the digitized steering angle signal ⁇ , and stores that value as ⁇ A .
- the processing unit 94 reads a new value of the digitized steering angle signal ⁇ after the elapse of a predetermined time length, and stores the new value as ⁇ B .
- the processing unit 94 determines whether a difference obtained by subtracting the first value ⁇ A from the second value ⁇ B is greater than zero ( ⁇ B - ⁇ A > 0), or not.
- the processing unit 94 proceeds to a step 114, at which the processing unit 94 sets a flag FS to "1" to indicate a condition that the steering wheel is being turned away from the straight ahead position, and the steering wheel angle is increasing.
- the processing unit 94 proceeds from the step 113 to a step 115, at which the processing unit 94 sets the flag FS to "0" to indicate that the steering angle is not increasing. After the step 114 or 115, the processing unit 94 returns to a main program.
- Fig. 12 shows a program for controlling the differential limiting force.
- the processing unit 94 reads the pressure signal p, the vehicle speed signal v and the steering angle signal ⁇ at a step 121, and determines the oil pressure P, the vehicle speed V and the steering angle ⁇ at a step 122. Then, the processing unit 94 determined the steering angular speed ⁇ , that is the time rate of change of the steering wheel angular displacement.
- the processing unit 94 determines the first command value T1 corresponding to the vehicle speed V by using a lookup table of functions values determined as shown in Fig. 5.
- the processing unit 94 determines the second command value T2 corresponding to the steering angular speed ⁇ by using a lookup table corresponding to Fig. 6.
- the processing unit 94 decreases the final command value T by T2 when the steering wheel is being turned away from the straight ahead position, and at the same time the steering angular speed is greater than the predetermined angular speed value ⁇ 1.
- the controller 20 makes the output pressure P of the pressure source 18, that is the differential limiting force, equal to a value corresponding to the final command value T, by delivering a motor drive signal and a valve switch signal to the motor 60 and the electromagnetic valve 66 through the driver circuits 97 and 98, respectively in accordance with the final command value T.
- the processing unit 94 proceeds from the step 126 or 127 to a step 130.
- the processing unit 94 makes the final command value T equal to the first command value T1 regardless of the second command value T2. Then, the processing unit 94 proceeds to the step 129.
- the final command value T is set equal to T1 when the steering wheel angle is not increasing, and when the steering wheel angle is increasing but the steering operation is slow.
- Fig. 13 shows operations of the control system of the third embodiment.
- Fig. 13 is similar to Fig. 7 of the first embodiment, but different in the following point.
- the controller 20 of the third embodiment holds the second command value T2 equal to zero independently of the steering angular speed.
- the controller 20 of the third embodiment sets the second command value T2 equal to zero even if the steering angular speed is high.
- the control system of the third embodiment improves the response of the vehicle by putting the steering direction (toward the neutral position) and the understeer moment in phase.
- the vehicle speed sensor 71, and the steps 121 and 122 correspond to the vehicle speed sensing means
- the steering angle sensor 70 and the steps 121-123 correspond to the steering condition sensing means.
- the steps 124, 128 and 130 correspond to the command value determining means
- the steps 125-127 correspond to the command value adjusting means.
- an angular speed sensor for sensing the steering angular speed.
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Abstract
Description
- The following, commonly assigned U.S. patent applications relate to differential limiting systems. (1) Serial No. unknown, corresponding to Japanese patent application No. 62-245685, Our ref. U056-88, (2) Serial No. unknown, corresponding to Japanese application No. 62-245,684, Our ref. U059-88, (3) Serial No. unknown, corresponding to Japanese Utility Modle applications Nos. 62-184485 and 62-169964, Our ref. U131-88, (4)Serial No. unknown, corresponding to Japanese patent applications Nos. 62-259038 and 62-312489, Our ref. U134-88, (5)Serial No. unknown, corresponding to Japanese patent application No. 62-264525, Our ref. U139-88, (5)Serial No. unknown, corresponding to Japanese patent application No. 62-249200, Our ref. U140-88.
- The present invention relates to a differential limiting (or slip limiting) system capable of actively controlling a differential limiting action to a rotational speed difference between left and right drive wheels in accordance with a control signal.
- One conventional example is shown in Japanese patent provisional publication No. 61-67629. This conventional control system includes a vehicle speed sensing means, and a controlling means for controlling a fluid pressure in accordance with the vehicle speed, and is arranged to control an engagement force (that is, a differential limiting force) of a friction clutch disposed between a differential case of a side gear by controlling the fluid pressure supplied to the friction clutch.
- However, this conventional control system is arranged to increase the engagement force of the friction clutch when the vehicle speed becomes higher, and to decrease the clutch engagement force when the vehicle speed becomes lower. Therefore, when the driver changes the course of the vehicle from one lane to another at high vehicle speeds, an undermoment due to the differential limiting action is produced at the start of the turning operation of the steering wheel, so that the vehicle response is degraded. As shown in Fig. 14, the undermoment is produced when the direction M′ of a moment due to the differential limiting action is opposite to a turning direction M of the vehicle. As shown in Fig. 15, an overmoment is produced when both directions M and M′ are the same.
- It is, therefore, an object of the present invention to provide a differential limiting force control system which can prevent an undesired decrease of the vehicle response by controlling the differential limiting force in accordance with the vehicle speed, and simultaneously by decreasing the differential limiting force when a steering angle is smaller than a predetermined angle, or when a steering angular speed is higher than a predetermined angular speed value.
- As shown in Fog. 1, according to the present invention, a differential limiting force control system comprises a differential mechanism, vehicle speed sensing means, steering condition sensing means, command value determining means, controlling means, and adjusting means.
- The differential mechanism is provided between left and right drive wheels of the vehicle, and comprises means for limiting a differential action in accordance with a control signal. The vehicle sensing means senses a vehicle speed of the vehicle, and produces a first signal representing the vehicle speed. The steering condition sensing means senses a steering condition of the vehicle, and produces a second signal representing the steering condition.
- The determining means determines a command value in accordance with the first signal. The controlling means produces the control signal in accordance with the command value. The adjusting means decreases the command value when the second signal is in a predetermined condition. Preferably, the adjusting means is arranged to decrease the command value when a steering angle is equal to or smaller than a predetermined angle, or when a steering angular speed is equal to or higher than a predetermined angular speed.
- Therefore, the controlling means makes the differential limiting force equal to a value corresponding to the command value. For example, the controlling means controls the differential limiting force so that the differential limiting force is proportional to the command value.
- The control system decreases the undermoment due to the differential limiting action, and improve the response of the vehicle by decreasing the differential limiting force when the steering wheel angle is smaller than the predetermined angle, or when the steering angular speed is higher than the predetermined angular speed.
-
- Fig. 1 is a block diagram showing a basic arrangement of a differential limiting force control system of the present invention.
- Fig. 2 is a schematic view showing a differential limiting force control system according to a first embodiment of the present invention.
- Fig. 3 is a sectional view showing a differential used in the first embodiment.
- Fig. 4 is a graph showing an output characteristicd of a steering angle sensor used in the first embodiment.
- Fig. 5 is a graph showing an output characteristic of a first function generator shown in Fig. 2.
- Fig. 6 is a graph showing an output characteristic of a second function generator shown in Fig. 2.
- Fig. 7 a time chart showing operations of the control system of the first embodiment.
- Fig. 8 is a block diagram showing an important portion of a control system of a second embodiment of the present invention.
- Fig. 9 is a time chart showing operations of the control system of the second embodiment.
- Fig 10 is a block diagram a main portion of a control system of a third embodiment of the present invention.
- Figs. 11 and 12 are flowcharts showing timer interrupt routines performed in the third embodiment.
- Fig. 13 is a time chart showing operations of the control system of the third embodiment.
- Fig. 14 is a view for illustrating the undermoment.
- Fig. 15 is a view for illustrating the overmoment.
- A first embodiment of the present invention is shown in Figs. 2-7.
- As shown in Fig. 2, a vehicle has front wheels 10FL and 10FR, rear wheels 10RL and 10RR, a rear
wheel drive axle 12, alimited slip differential 14 disposed in the rearwheel drive axle 12, apropeller shaft 15, asteering shaft 16, anoil pressure source 18 for supplying an oil pressure to a differential limitingdevice of thelimited slip differential 14, and acontroller 20 for controlling the oil pressure of thepressure source 18. - Fig. 3 shows the
differential 14. A U.S. Patent 4,679,463 discloses a differential of the same type. The disclosure of this patent is herein incorporated by reference. Thedifferential 14 has a differential mechanism 38 enclosed in ahousing 36. A differential gear case 44 is rotatably supported bybearings housing 36. Afinal gear 45 is fixed to the differential gear case 44. Thefinal gear 45 is in engagement with adrive pinion gear 46 mounted on the rear end of thepropeller shaft 15. -
Pinion gears 48 are rotatably supported by apinion mate shaft 47 to the differential gear case 44. Thepinion gears 48 are in engagement with left andright side gears left side gear 49L is splined to an inner end of a left drive axle shaft of theaxle 12, whose outer end is conected with the rear left drive wheel 10RL. Theright side gear 49R is connected to the rear right drive wheel 10RR by a right drive axle shaft in the same manner. - A differential limiting (or slip limiting)
mechanism 50 is provided in the differential gear case 44. Thedifferential limiting mechanism 50 has left and right pressure rings 51L and 51R, which are rotatably mounted on theside gears pinion mate shaft 47. Thedifferential limiting mechanism 50 further includes left andright friction clutches 52L and 52R provided beteween the differential gear case 44 and theside gears friction clutches 52L and 52R, and left andright cylinder portions bearings left cylinder portion 55L is formed in a left end of thehousing 36, and has apiston 57 which is connected with the pressure lever 53L through apiston rod 58 passing through thehousing 36. - As shown in Fig. 2, the
pressure source 18 has anoil pressure pump 62 driven by amotor 60. Themotor 60 is controlled by thecontroller 20. An inlet side of thepump 62 is connected with areservoir tank 61. An outlet side of thepump 62 is connected to thecylinder portions mechanism 50 through acheck valve 63 and an orifice 64. Arelief valve 65 is provided so that an upper limit value of the outlet pressure of thepump 62 is set by therelief valve 65. An electromagnetic opening and closingvalve 66 controlled by thecontroller 20 is disposed in parallel to thepump 62 and thecheck valve 63. By closing theelectromagnetic valve 66, thecontroller 20 applies the output oil pressure of thepump 62 to thecylinder portions mechanism 50, and thereby puts the differential limitingmechanism 50 to an operative state. By opening theelectromagnetic valve 66, thecontroller 20 shuts off the supply of the outlet pressure of thepump 62 to the differential limitingmechanism 50, and puts the differential limitingmechanism 50 into an inoperative state. Between thecheck valve 63 and the orifice 64, there is provided apressure switch 67 for producing an output signal of a logical value "1" at a predetermined preset pressure. - A
steering angle sensor 70 is provided in the steeringshaft 16. Thesteering angle sensor 70 produces a steering angle signal ϑ of a positive analog voltage, representing a steering wheel angle. As shown in Fig. 4, the steering angle ϑ is zero when the steering wheel is in the neutral position. As the steering wheel is turned leftwardly or rightwardly away from the neutral position, the steering angle ϑ increases linearly. The steering angle signal ϑ is sent to thecontroller 20. - A
vehicle speed sensor 71 is disposed at a predetermined position of the vehicle body. Thevehicle speed sensor 71 of this embodiment is arranged to optically detect a rotational speed on the output side of the transmission of the vehicle. Thevehicle speed sensor 71 produces a vehicle speed pulse signal v corresponding to a vehicle speed V, and sends this vehicle speed signal to thecontroller 20. - As shown in Fig. 2, the
controller 20 includes a commandvalue determining section 74, a commandvalue adjusting section 75, and an oilpressure controlling section 76 for controlling the output pressure of theoil pressure source 18 in accordance with a command value T determined by the commandvalue determining section 74. - The command
value determining section 74 includes a frequency-to-voltage converter 80 for converting the vehicle speed signal v of thevehicle speed sensor 71 into an analog voltage veicle signal v, afirst function generator 81 for producing a first command value T₁ corresponding to the vehicle speed signal v, and anadder 82 for determining a final command value T which is an algebraic sum of the first command value T₁ with the plus sign, and a second command value T₂ with the minus sign (T = T₁ - T₂). The final command value T is sent to the oilpressure controlling section 76. - The command
value adjusting section 75 includes a differentiating circuit 83 for determining a steering angular signal ϑ̇ by differentiating the steering angle signal ϑ of thesteering angle sensor 70, an absolute value circuit 29 for determining the absolute value of the derivative ϑ̇ of the sdteering angle ϑ, and asecond function generator 85 producing the second command value T₂ corresponding to the absolute value |ϑ̇| determined by the absolute value circuit 84. - The
first function generator 81 has a characteristic shown in Fig. 5. When the vehicle speed V is lower than a predetermined first speed value V₁ (30 kem/h, for example), the first command value T₁ is held equal to zero. As the vehicle speed V increases from the first speed value V₁ to a second predetermined speed value V₂ (50 km/h, for example), the first command value T₁ increases linearly from zero to a limit value. When the vehicle speed V is higher than the second speed value V₂, the first command value T₁ is held equal to the constant limit value. - The
second function generator 85 has a characteristic shown in Fig. 6. The second command value T₂ rieses abruptly like a step change when the absolute value of the steering angular speed ϑ̇ exceeds a predetermined angular speed value ϑ̇₁ (45 deg/sec, for example). The second command value T₂ is held equal to zero when the absolute value of the time rate of change of the steering angle ϑ is lower than the predetermined angular speed value ϑ̇₁. The second command value T₂ is held equal to a predetermined constant value when the absolute value of the rate of change of the steering angle ϑ is higher than the predetermined angular speed value ϑ̇₁. - The
pressure controlling section 76 is composed of a microcomputer including an interface circuit, a processing unit, and a memory section having RAM and ROM. Thepressure controlling section 76 receives the final command value T from the commandvalue determining section 74, and controls themotor 60 and theelectromagnetic valve 66 to control the differential limiting force of the differential limitingmechanism 50 in accordance with the final command value T. - When the final command value T commands the operation of the differential limiting
mechanism 50, then thepressure controlling section 76 drives themotor 60 at a controlled duty ratio by using a switch signal of thepressure switch 67 as a feedback signal so as to obtain the differential limiting force commanded by the final command value T, and provides the preload of a predetermined pressure, that is the differential limiting force, to thefriction clutches 52L and 52R of the differential limitingmechanism 50. In this way, thepressure controlling section 76 of thecontroller 20 controls the differential limiting force of the differential limitingmechanism 50 in accordance with the final command value T. - When the final command value T is zero, and commands the differential limiting
mechanism 50 to be inoperative, thepressure controlling section 76 puts theelectromagnetic valve 66 in its open position, and causes the outlet pressure of thepump 62 to return to thereservoir tank 61. Therefore, the preload to thefriction clutches 52L and 52R is cancelled, and the differential limiting force is removed. - The control system of the first embodiment is operated as follows:
- When the vehicle is in a straight ahead movement with the steering wheel at the neutral position, then the rotational speed difference between the left and right wheels is zero, and the
differential mechanism 36 transmits the rotational driving force from the transmission to the drive wheels 10RL and 10RR through thedrive axle 12. The driving force (or torque) transmitted from the transmission through thepropeller shaft 15 is further transmitted to the differential gear case 44 through thedrive pinion gear 46 and thefinal gear 45, and then to the side gears 49L and 49R through thepinion mate shaft 47 and thepinions 48. Finally, the driving force is transmitted from the side gears 49L and 49R to the drive wheels 10RL and 10RR through thedrive axle 12. - In this case, the command
value determining section 74 determines the first command value T₁ with thefirst function generator 81, in accordance with the vehicle speed signal v supplied from thevehicle speed sensor 71. If the vehicle speed V is lower than the predetermined first speed value V₁ of thefirst function generator 81, then the first command value T₁ is equal to zero (T₁ = 0). In this driving condition, the commandvalue adjusting section 75 holds the second command value T₂ equal to zero (T₂ = 0) because the steering angle is almost zero. Therefore, the final command value T outputted from the commandvalue determining section 74 is equal to T₁ (T = T₁ = 0). If the vehicle speed V is higher than the first speed value V₁, then the first command value T₁ is greater than zero, and the final command value T is equal to T₁. - When the final command value T is equal to T₁ greater than zero, the
pressure controlling section 76 performs the duty factor control of themotor 60, and supplies the oil pressure corresponding to the final command value T to thecylinder portions mechanism 50 to apply the preload to thefriction clutches 52L and 52R. When the first command value T₁ is zero, and accordingly the final command value T is zero, then thepressure controlling section 76 provides no preload to thefriction clutches 52L and 52R. In either case, the differential gear case 44, and the side gears 49L and 49R rotate at the same speed because the vehicle is moving straight ahead. Therefore, the pressure rings 51L and 51R are not pushed outwardly by thepinion mate shaft 47, and the differential limitingmechanism 50 remains in the inoperative state. - If the steering wheel is turned from the neutral position to the right, for example, at a relatively low steering angular speed lower than the predetermined angular speed value ϑ̇₁ (|ϑ̇| < ϑ̇₁) at the vehicle speed V higher than the predetermined second speed value V₂ (V > V₂), then the
first function generator 81 determines the first command value T₁ in accordance with the vehicle speed V, and simultaneously the steering angle signal ϑ representing the angular displacement of the steering wheel is sent from thesteering angle sensor 70 to thecommand adjusting section 75. Thesecond function generator 85 of the commandvalue adjusting section 75 determines the second command value T₂ corresponding to the absolute value |ϑ̇| of the angular speed of the steering wheel. In this condition, the second command value T₂ is zero because of the low angular speed of the steering wheel, and the final command value T is equal to the first command value T₁ (T = T₁). - Therefore, the
pressure controlling section 76 holds theelectromagnetic valve 66 in the closed position, and supplies the preload proportional to the final command value T which is equal to T₁ (T = T₁), to thefriction clutches 52L and 52R of the differential limitingmechanism 50. Because the vehicle is turning rightwardly, the left drive wheel 10RL on the outside of the turn rotates faster than the inside right wheel 10RR at the early stage of the turn. In this state, the pressure rings 51L and 51R move outwardly by the effect of wedge, and friction torque is produced in thefrictions clutches 52L and 52R. Therefore, the torque of thefaster side gear 49L is decreased, and the torque which is taken away from thefaster side gear 49L is transmitted to theslower side gear 49L through the differential gear case 44, so that the torque of theslower side gear 49R is increased. As a result, the undermoment (shown in Fig. 14) due to the differential limiting force is produced temporarily, and the control system acts to settle the rolling of the vehicle. - When the right turn further proceeds, the right drive wheel 10RR tends to rise free of the road surface by the influence of the lateral acceleration of the vehicle, and the road resistance to the right drive wheel 10RR is decreased. Therefore, the speed of the right drive wheel is increased, and the torque transmitted to the right drive wheel is decreased. In this state, the above-mentioned differential limiting operation is effected oppositely, and the torque taken away from the right drive wheel 10RR is transmitted to the left drive wheel 10RL. Therefore, the torque on the left wheel's side is made higher, and the overmoment shown in Fig. 15 is produced. In this way, this control system ensures the superior response characteristic of the vehicle.
- If the steering wheel is turned to the right from the neutral position at a relatively high steering angular speed equal to or higher than the predetermined value ϑ̇₁ (|ϑ̇| ≧ ϑ̇₁) at the vehicle speed V higher than V₂ (such a rapid steering operation is used at the start of a lane change at relatively high vehicle speeds, for example), then the second command value T₂ is greater than zero, and the final command value T becomes equal to T₁ - T₂. Therefore, the control system decreases the preload provided to the differential limiting
mechanism 50, i.e. the differential limiting force, by the amount equal to T₂, and decreases the undermoment due to the differential limiting force, so that the control system can improve the controllability of the vehicle by preventing a decrease of the steering response characteristic. When the absolute value of the steering angular velocity becomes lower than the predetermined value (|ϑ̇| < ϑ̇₁) after the rapid steering operation, the second command value T₂ becomes zero, and the control system ensures the satissfactory vehicle behavior by applying the differential limiting force. - When the steering wheel is turned leftwardly from the neutral position at the vehicle speed V lower than the second speed value V₂, the final command value T determined by the
adder 82 becomes equal to or lower than zero (T ≦ 0). However, the preload produced by thepressure source 18 does not decreases below zero, and the differential limitingmechanism 50 is put in the inoperative state, so that only thedifferential mechanism 36 is in operation independently of the steering angular speed. Thus, thedifferential mechanism 36 absorbs the rotational speed difference between the drive wheels 10RL and 10RR by the rotation of thepinions 48, and the transmission torques of the left and right side gears 49L and 49R are equal to each other. - When the steering wheel is turned to the left from the neutral position, the control system is operated in the same manner, and improves the response of the vehicle especially when the angular speed of the steering weel is high.
- Fig. 7 shows change in the final command value T determined by the control system of the first embodiment when the steering angle ϑ is varied at the vehicle speed V higher than the second speed value V₂ (V > V₂). In this example, the upper limit value of the first command value T₁ is set equal to the upper limit value of the second command value T₂. The steering angular speed |ϑ̇| is higher than the predetermined value ϑ̇₁ between t₁ and t₂, between t₃ and t₄, and between t₅ and t₆. During each of these periods, the second command value T₂ is set equal to the upper value, and accordingly the moment due to the differential limiting action is held neutral to improve the response of the vehicle.
- In this way, the control system of this embodiment improves the response of the vehicle by decreasing the differential limiting force and weakening the undermoment at an initial stage of a rapid steering operation in which the steering angular speed is higher than the predetermined value, and the vehicle speed is higher than the predetermined value. Then, the control system prevents a decrease of the cornering performance by increasing the differential limiting force when the steering angular speed decreases below the predetermined value.
- A second embodiment of the present invention is shown in Figs. 8 and 9. A control system of the second embodiment is arranged to detect the steering condition by directly using the
steering angle 0. In the second embodiment, the commandvalue adjusting section 75 of thecontroller 20 is arranged as shown in Fig. 8. The control system of the second embodiment is difference from that of the first embodiment only in the commandvalue adjusting section 75. - As shown in Fig. 8, the command
value adjusting section 75 of the second embodiment has a comparator 88, agate circuit 89 and areference generator 90. The steering angle signal ϑ of thesteering angle sensor 70 is inputted to an inverting input terminal of the comparator 88. A noninverting input terminal of the comparator 88 is connected with a source of a reference voltage E corresponding to a predetermined reference steering angle value ϑ̇₁. An output terminal of the comparator 88 is connected to a control terminal of thegate circuit 89. When the output of the comparator 88 is equal to the logical value "1", then thegate circuit 89 is in an open state. When the output of the comparator 88 is equal to the logical value "0", then thegate circuit 89 is in a closed state. An input terminal of thegate circuit 89 is connected with thereference generator 90, which provides the second command value T₂ which is a constant. When thegate circuit 89 is in the open state, the constant second command value T₂ is allowed to pass through thegate circuit 89, and reaches theadder 82 of the commandvalue determining section 74 shown in Fig. 2. - In an example shown in Fig. 9 (in which the upper value of T₁ is equal to T₂), the steering angle ϑ is lower than the predetermined steering angle value ϑ₁, in a period between t₁ and t₂, a period between t₃ and t₄, and a period between t₅ and t₆. During each of these three periods, the output signal of the comparator 88 is equal to the logical value "1", and the
gate circuit 89 is in the open state to allow the passage of the second command value T₂. Therefore, the final command value T becomes equal to zero, and the moment due to the differential limiting action becomes neutral. In this way, the control system of the second embodiment also improves the vehicle response at an initial state of a steering operation. When, for example, the steering wheel is turned largely to avoid an obstacle on the road, the control system of the second embodiment gives a preference to the response of the vehicle at an early state at which the steering angle is still small. After that, the control system brings the vehicle to a stable state by producing the undermoment. - A third embodiment of the present invention is shown in Figs. 10-13. A control system of the third embodiment is arranged to detect the steering condition by using the steering angular speed as in the first embodiment. In the third embodiment, the
controller 20 is entirely constituted by a micorcomputer, as shown in Fig. 10. - As shown in Fig. 10, a
microcomputer 92 comprises aninterface circuit 93, aprocessing unit 94, and astorage section 95. The pressure signal p, the vehicle speed signal v sent from thevehicle speed sensor 71, and the steering angle signal ϑ sent from thesteering angle sensor 70 through an A/D converter 96 are inputted into an input port side of theinterface circuit 93. An output port side of theinterface circuit 93 is connected thorugh adriver circuit 97 to the solenoid of theelectromagnetic valve 66 shown in Fig. 2, and through adriver circuit 98 to themotor 60. - The
processing unit 94 reads the sensor signals p, v and ϑ through theinterface circuit 93, and processes the signals according to a predetermined program. Thestorage section 95 stores various data and programs. - In other aspects, the control system of the third embodiment is the same as that of the first embodiment.
- Figs. 11 and 12 are flowcharts of programs, which are preformed by the
controller 20 of the third embodiment at intervals of a predetermined time length (20 msec, for example) as timer interrupt process. - The
controller 20 determines whether the steering angle is increasing or not, by using the process of Fig. 11. - At a
step 111, theprocessing unit 94 reads a current value of the digitized steering angle signal ϑ, and stores that value as ϑA. - At a
step 112, theprocessing unit 94 reads a new value of the digitized steering angle signal ϑ after the elapse of a predetermined time length, and stores the new value as ϑB. - At a
step 113, theprocessing unit 94 determines whether a difference obtained by subtracting the first value ϑA from the second value ϑB is greater than zero (ϑB - ϑA > 0), or not. - If it is, the
processing unit 94 proceeds to astep 114, at which theprocessing unit 94 sets a flag FS to "1" to indicate a condition that the steering wheel is being turned away from the straight ahead position, and the steering wheel angle is increasing. - If the second value ϑB is not greater than the first value ϑA, that is the difference ϑB - ϑA is equal to or smaller than zero (ϑB - ϑA ≦ 0), then the
processing unit 94 proceeds from thestep 113 to astep 115, at which theprocessing unit 94 sets the flag FS to "0" to indicate that the steering angle is not increasing. After thestep processing unit 94 returns to a main program. - Fig. 12 shows a program for controlling the differential limiting force.
- As shown in Fig. 12, the
processing unit 94 reads the pressure signal p, the vehicle speed signal v and the steering angle signal ϑ at astep 121, and determines the oil pressure P, the vehicle speed V and the steering angle ϑ at astep 122. Then, theprocessing unit 94 determined the steering angular speed ϑ̇, that is the time rate of change of the steering wheel angular displacement. - At a
step 124, theprocessing unit 94 determines the first command value T₁ corresponding to the vehicle speed V by using a lookup table of functions values determined as shown in Fig. 5. At astep 125, theprocessing unit 94 determines the second command value T₂ corresponding to the steering angular speed ϑ̇ by using a lookup table corresponding to Fig. 6. - At a
step 126, theprocessing unit 94 determines whether the flag FS is "1" or not. If the steering angle is increasing, and FS = 1, then theprocessing unit 94 proceeds to astep 127 to determine whether the steering angular speed ϑ ̇ is greater than the predetermined angular speed value ϑ̇₁ (ϑ̇ > ϑ̇₁). - If the steering angular speed is greater than the predetermined value ϑ̇₁, then the
processing unit 94 proceeds to astep 128, and determines the final command value T by subtracting the second command value T₂ from the first command value T₁ (T = T₁ - T₂). Thus, theprocessing unit 94 decreases the final command value T by T₂ when the steering wheel is being turned away from the straight ahead position, and at the same time the steering angular speed is greater than the predetermined angular speed value ϑ̇₁. - At a
step 129, thecontroller 20 makes the output pressure P of thepressure source 18, that is the differential limiting force, equal to a value corresponding to the final command value T, by delivering a motor drive signal and a valve switch signal to themotor 60 and theelectromagnetic valve 66 through thedriver circuits - If FS = 0, or if the steering angular speed ϑ̇ is equal to or smaller than the predetermined angular speed value ϑ̇₁, the
processing unit 94 proceeds from thestep step 130. At thestep 130, theprocessing unit 94 makes the final command value T equal to the first command value T₁ regardless of the second command value T₂. Then, theprocessing unit 94 proceeds to thestep 129. Thus, the final command value T is set equal to T₁ when the steering wheel angle is not increasing, and when the steering wheel angle is increasing but the steering operation is slow. - Fig. 13 shows operations of the control system of the third embodiment. Fig. 13 is similar to Fig. 7 of the first embodiment, but different in the following point.
- During a period between t₃ and t₃′, and a period between t₅ and t₆, the
controller 20 of the third embodiment holds the second command value T₂ equal to zero independently of the steering angular speed. When the steering wheel is being returned toward the straight ahead position, thecontroller 20 of the third embodiment sets the second command value T₂ equal to zero even if the steering angular speed is high. During these periods, the control system of the third embodiment improves the response of the vehicle by putting the steering direction (toward the neutral position) and the understeer moment in phase. - In the third embodiment, the
vehicle speed sensor 71, and thesteps steering angle sensor 70 and the steps 121-123 correspond to the steering condition sensing means. Thesteps - In the first and third embodiments, it is optional to use an angular speed sensor for sensing the steering angular speed.
Claims (7)
a differential mechanism provided between left and right drive wheels of the vehicle, said differential mechanism comprising means for limiting a differential action in accordance with a control signal,
means for sensing a vehicle speed of the vehicle and producing a first signal representing said vehicle speed,
means for sensing a steering condition of the vehicle and producing a second signal representing said steering condition,
determining means for determing a command value in accordance with said first signal,
controlling means for producing said control signal in accordance with said command value, and
adjusting means for decreasing said command value when said second signal is in a predetermined condition.
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP62255747A JPH0815851B2 (en) | 1987-10-09 | 1987-10-09 | Differential limiting device |
JP255747/87 | 1987-10-09 |
Publications (3)
Publication Number | Publication Date |
---|---|
EP0311139A2 true EP0311139A2 (en) | 1989-04-12 |
EP0311139A3 EP0311139A3 (en) | 1989-11-29 |
EP0311139B1 EP0311139B1 (en) | 1993-12-29 |
Family
ID=17283070
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP88116790A Expired - Lifetime EP0311139B1 (en) | 1987-10-09 | 1988-10-10 | Differential limiting force control system responsive to vehicle speed and steering angle |
Country Status (4)
Country | Link |
---|---|
US (1) | US5075854A (en) |
EP (1) | EP0311139B1 (en) |
JP (1) | JPH0815851B2 (en) |
DE (1) | DE3886652T2 (en) |
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JP2639173B2 (en) * | 1990-04-20 | 1997-08-06 | 日産自動車株式会社 | Vehicle differential limiting control device |
JP2600986B2 (en) * | 1990-07-06 | 1997-04-16 | 三菱自動車工業株式会社 | Rear wheel steering control method |
JPH0558188A (en) * | 1991-08-27 | 1993-03-09 | Mitsubishi Electric Corp | Rear differential lock control device |
CA2077461C (en) * | 1992-08-28 | 2000-02-15 | Jerry L. Nadler | Inhibition of the formation or activity of human leukocyte 12-lipoxygenase pathway |
JPH06247177A (en) * | 1993-02-26 | 1994-09-06 | Mazda Motor Corp | Differential limiting device for vehicle |
JP3301183B2 (en) * | 1993-11-24 | 2002-07-15 | 日産自動車株式会社 | Driving force distribution control device between front and rear wheels of vehicle |
JP4754053B2 (en) * | 2000-09-14 | 2011-08-24 | 富士重工業株式会社 | Power distribution device for four-wheel drive vehicles |
US6810318B2 (en) * | 2002-09-13 | 2004-10-26 | General Motors Corporation | Drive torque transfer scheme |
US7264078B2 (en) * | 2005-02-10 | 2007-09-04 | Deere & Company | Calibration method for inter-axle differential control system |
JP4626550B2 (en) * | 2006-03-24 | 2011-02-09 | 三菱自動車工業株式会社 | Vehicle turning behavior control device |
JP4826308B2 (en) * | 2006-03-24 | 2011-11-30 | 三菱自動車工業株式会社 | Vehicle turning behavior control device |
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Also Published As
Publication number | Publication date |
---|---|
EP0311139A3 (en) | 1989-11-29 |
JPH01101236A (en) | 1989-04-19 |
US5075854A (en) | 1991-12-24 |
EP0311139B1 (en) | 1993-12-29 |
DE3886652T2 (en) | 1994-04-21 |
DE3886652D1 (en) | 1994-02-10 |
JPH0815851B2 (en) | 1996-02-21 |
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